Real-time dynamic control method and system for manned supercharged vehicle

Abstract

The invention discloses a manned supercharged vehicle real-time dynamic control method and system.The manned supercharged vehicle real-time dynamic control system comprises electronic equipment, a control panel and a manned supercharged vehicle, the manned supercharged vehicle comprises a hollow cabin, the cabin is provided with at least one draught fan and an automatic pressure relief opening, the draught fan is used for pressurizing the cabin, and the automatic pressure relief opening is communicated with the electronic equipment; the automatic pressure relief opening is used for relieving pressure of the cabin body, an in-cabin air pressure sensor is arranged on the inner wall of the cabin body, and the manned booster vehicle real-time dynamic control method comprises the steps that in-cabin air pressure is obtained through the in-cabin air pressure sensor; acquiring a control mode input by a user through the control panel; when the control mode is an automatic mode, determining an air pressure error value between the target air pressure and the air pressure in the cabin; and at least one fan and an automatic pressure relief opening are controlled, so that the air pressure error value in the cabin body belongs to a preset error range. Complexity of pressure increasing and releasing operation of the supercharged vehicle can be reduced, and the air pressure in the cabin is automatically adjusted according to the target air pressure set by a user.

Description

Technical Field

[0001] This application relates to the field of automation control technology, specifically to a real-time dynamic control method and system for a manned booster vehicle. Background Technology

[0002] High-altitude environments are characterized by low air pressure, thin air, and reduced oxygen content, creating extremely harsh living conditions. Prolonged exposure to high-altitude environments can easily lead to altitude sickness and high-altitude pulmonary edema due to low pressure and hypoxia, and in severe cases, pulmonary hypertension, high-altitude heart disease, cerebral hypoxia, and cerebral edema. To ensure the health and safety of personnel working outdoors at high altitudes, it is necessary to equip them with mobile support equipment that can provide pressurization, oxygen supply, and medical support, and can move with the workers. Currently available support equipment, such as high-altitude pressurization vehicles equipped with pressurization chambers, typically provides pressurization, oxygen supply, and limited medical emergency functions. However, existing pressurization vehicles rely heavily on pre-setting of individual equipment settings by professionals, resulting in complex operation and an inability to adjust the air pressure within the chamber according to the user's needs. Summary of the Invention

[0003] This application provides a real-time dynamic control method and system for a manned booster vehicle, which can reduce the complexity of booster vehicle pressurization and depressurization operations and automatically adjust the air pressure inside the cabin according to the target air pressure set by the user.

[0004] Firstly, the real-time dynamic control method for a manned booster vehicle provided in this application is applied to a real-time dynamic control system for a manned booster vehicle. The real-time dynamic control system for the manned booster vehicle includes electronic equipment, a control panel, and a manned booster vehicle. The electronic equipment and the control panel are mounted on the manned booster vehicle. The manned booster vehicle includes a hollow cabin. At least one fan and an automatic pressure relief port are provided on the cabin. The fan is used to pressurize the cabin, and the automatic pressure relief port is used to depressurize the cabin. An internal pressure sensor is provided on the inner wall of the cabin. The electronic equipment is used to execute the real-time dynamic control method for the manned booster vehicle. The real-time dynamic control method for the manned booster vehicle includes: The cabin pressure is obtained through the cabin pressure sensor. The control mode input by the user is obtained through the control panel; When the control mode is automatic, the pressure error value between the target air pressure and the cabin air pressure is determined; Control at least one of the fans and the automatic pressure relief port to ensure that the air pressure error value in the cabin is within a preset error range.

[0005] In an optional embodiment, an external air pressure sensor is provided on the exterior of the cabin. Controlling at least one of the fans and the automatic pressure relief port to ensure that the air pressure error value within the cabin falls within a preset error range includes: When the control mode is manual mode, the fan status and fan frequency of each fan, the pressure relief port status and pressure relief port opening of the automatic pressure relief port are obtained from the control panel by the user input. The automatic pressure relief port is controlled based on the status and frequency of each of the aforementioned fans, and based on the status and opening degree of the pressure relief port.

[0006] In an optional embodiment, when the control mode is automatic, determining the pressure error value between the target pressure and the cabin pressure includes: When the control mode in the control mode is automatic mode, the pressure adjustment mode input by the user is obtained through the control panel; When the pressure regulation mode is pressurization mode, the pressure error value between the target air pressure and the cabin air pressure is determined.

[0007] In an optional embodiment, the real-time dynamic control method for the manned booster vehicle includes: When the pressure regulation mode is the pressure relief mode, each of the fans is turned off and the automatic pressure relief port is opened.

[0008] In an optional embodiment, the cabin is provided with an emergency depressurization vent, and the real-time dynamic control method for the manned pressurized vehicle includes: When the control mode is emergency pressure relief mode, each of the fans is shut down and the emergency pressure relief port is opened.

[0009] In an optional embodiment, the settings interface of the control panel includes a mode selection area, which includes multiple mode controls. Different mode controls correspond to different control modes. The step of obtaining the control mode input by the user through the control panel includes: When the mode control on the mode selection area is triggered, the control mode corresponding to the mode control is determined to be the control mode input by the user.

[0010] In an optional embodiment, the control panel's settings interface includes a manual mode settings area and an automatic mode settings area. The manual mode settings area includes multiple manual settings controls, and the automatic mode settings area includes multiple automatic settings controls. The real-time dynamic control method for the passenger-carrying booster vehicle includes: When the control mode is manual mode, each manual setting control in the manual mode setting area is switched to the operable state, and each automatic setting control in the automatic mode setting area is switched to the locked state. When the control mode is automatic, each manual setting control in the manual mode setting area is switched to the locked state, and each automatic setting control in the automatic mode setting area is switched to the operable state.

[0011] In an optional embodiment, at least one of the fans includes a first fan and a second fan, wherein the default frequency of the first fan is lower than the default frequency of the second fan, and controlling at least one of the fans and the automatic pressure relief port to ensure that the air pressure error value in the cabin falls within a preset error range includes: When the air pressure error value is less than the first preset error value, the first fan is turned on and the second fan is turned off; If the air pressure error value is not less than the first preset error value and is less than the second preset error value, then the first fan is turned off and the second fan is turned on. When the air pressure error value is not less than the second preset error value, the first fan and the second fan are turned on simultaneously.

[0012] In an optional embodiment, controlling at least one of the fans and the automatic pressure relief port to ensure that the air pressure error value in the cabin falls within a preset error range includes: The air pressure error value is input into the PID controller to obtain the basic adjustment value; The target opening of the automatic pressure relief port is determined based on the basic adjustment amount, wherein the larger the basic adjustment amount, the larger the target opening. Adjust the opening of the automatic pressure relief port to the target opening so that the air pressure error value in the cabin is within the preset error range.

[0013] Secondly, the real-time dynamic control system for a manned pressurized vehicle provided in this application includes electronic equipment, a control panel, and the manned pressurized vehicle. The electronic equipment and the control panel are mounted on the manned pressurized vehicle, which includes a hollow cabin. The cabin is equipped with at least one fan and an automatic pressure relief port. The fan is used to pressurize the cabin, and the automatic pressure relief port is used to depressurize the cabin. An internal air pressure sensor is provided on the inner wall of the cabin. The electronic equipment is used to obtain the internal air pressure through the internal air pressure sensor; to obtain the control mode input by the user through the control panel; when the control mode is automatic, to determine the air pressure error value between the target air pressure and the internal air pressure; and to control at least one of the fans and the automatic pressure relief port so that the air pressure error value in the cabin is within a preset error range.

[0014] In this application, compared to related technologies, the real-time dynamic control method for a manned booster vehicle is applied to a real-time dynamic control system for a manned booster vehicle. The real-time dynamic control system includes electronic equipment, a control panel, and the manned booster vehicle itself. The electronic equipment and control panel are mounted on the manned booster vehicle, which includes a hollow cabin. The cabin is equipped with at least one fan and an automatic pressure relief port. The fan is used to pressurize the cabin, and the automatic pressure relief port is used to depressurize the cabin. An internal air pressure sensor is installed on the inner wall of the cabin. The electronic equipment executes the real-time dynamic control method for the manned booster vehicle. The real-time dynamic control method includes: acquiring the internal air pressure through the internal air pressure sensor; acquiring the control mode input by the user through the control panel; when the control mode is automatic, determining the air pressure error value between the target air pressure and the internal air pressure; and controlling at least one fan and the automatic pressure relief port to ensure that the air pressure error value in the cabin falls within a preset error range. This application can reduce the complexity of the booster vehicle's pressurization and depressurization operations and automatically adjust the air pressure inside the cabin according to the target air pressure set by the user. Attached Figure Description

[0015] To more clearly illustrate the technical solutions in the embodiments of this application, the accompanying drawings used in the description of the embodiments will be briefly introduced below. Obviously, the accompanying drawings described below are only some embodiments of this application. For those skilled in the art, other drawings can be obtained based on these drawings without creative effort.

[0016] Figure 1 This is a schematic diagram of a scenario for the real-time dynamic control system of the manned booster vehicle provided in an embodiment of this application; Figure 2 This is a schematic diagram of the structure of a manned booster vehicle in one embodiment of the real-time dynamic control system for manned booster vehicles provided in this application. Figure 3 This is a schematic flowchart of an embodiment of the real-time dynamic control method for a manned booster vehicle provided in this application. Figure 4 This is a schematic diagram of the control panel settings interface in one embodiment of the real-time dynamic control method for a manned booster vehicle provided in this application. Figure 5 This is a flowchart illustrating another embodiment of the real-time dynamic control method for a manned booster vehicle provided in this application. Detailed Implementation

[0017] It should be noted that the principles of this application are illustrated by example in a suitable computing environment. The following description is based on the specific embodiments of this application that are illustrated, and should not be regarded as limiting other specific embodiments not detailed herein.

[0018] In the following description of this application, "some embodiments" are referred to, which describe a subset of all possible embodiments. However, it is understood that "some embodiments" may be the same subset or different subset of all possible embodiments, and may be combined with each other without conflict.

[0019] In the following description of this application, the terms "first, second, third" are used merely to distinguish similar objects and do not represent a specific ordering of objects. It is understood that "first, second, third" may be interchanged in a specific order or sequence where permitted, so that the embodiments of this application described herein can be implemented in an order other than that illustrated or described herein.

[0020] Unless otherwise defined, all technical and scientific terms used herein have the same meaning as commonly understood by one of ordinary skill in the art to which this application belongs. The terminology used herein is for the purpose of describing embodiments of this application only and is not intended to limit this application.

[0021] The technical solutions of the embodiments of this application will be clearly and completely described below with reference to the accompanying drawings. Obviously, the described embodiments are only some embodiments of this application, and not all embodiments. Based on the embodiments of this application, all other embodiments obtained by those skilled in the art without creative effort are within the scope of protection of this application.

[0022] This application also provides a real-time dynamic control system for a passenger-carrying booster vehicle, which includes electronic equipment and the passenger-carrying booster vehicle. The electronic equipment integrates the real-time dynamic control device for the passenger-carrying booster vehicle provided in this application.

[0023] To better understand the real-time dynamic control method and system for a manned booster vehicle provided in this application embodiment, the application environment applicable to this application embodiment is described below.

[0024] Please see Figure 1 , Figure 1 This diagram illustrates an application environment for a real-time dynamic control method for a passenger-carrying booster vehicle provided in an embodiment of this application. As one implementation method, the real-time dynamic control method for a passenger-carrying booster vehicle provided in this application can be applied to an electronic device. This electronic device can be a smartphone, laptop computer, or other terminal device.

[0025] In addition, the real-time dynamic control system for the manned booster vehicle may also include a memory for storing raw data, intermediate data and result data during the real-time dynamic control process of the manned booster vehicle.

[0026] In this embodiment of the application, the storage device can be a cloud storage device. Cloud storage is a new concept that is extended and developed from the concept of cloud computing. A distributed cloud storage system (hereinafter referred to as a storage system) refers to a storage system that uses cluster applications, grid technology and distributed storage file system functions to bring together a large number of storage devices of various types in the network (storage devices are also called storage nodes) through application software or application interfaces to work together to provide data storage and business access functions to the outside world.

[0027] Currently, the storage method in storage systems is as follows: Logical volumes are created, and during creation, physical storage space is allocated to each logical volume. This physical storage space may consist of a single storage device or the disks of several storage devices. Clients store data on a logical volume, which means storing the data on the file system. The file system divides the data into many parts, each part being an object. Each object contains not only the data but also additional information such as a data identifier (ID entity). The file system writes each object to the physical storage space of that logical volume, and it records the storage location information of each object. Therefore, when a client requests access to data, the file system can allow the client to access the data based on the storage location information of each object.

[0028] The process by which a storage system allocates physical storage space to a logical volume is as follows: the physical storage space is pre-divided into strips according to the capacity estimate of the objects stored in the logical volume (this estimate often has a large margin relative to the actual capacity of the objects to be stored) and the grouping of Redundant Array of Independent Disks (RAID). A logical volume can be understood as a strip, thus allocating physical storage space to the logical volume.

[0029] It should be noted that, Figure 1 The schematic diagram of the real-time dynamic control system for a passenger-carrying booster vehicle shown is merely an example. The real-time dynamic control system and scenarios for a passenger-carrying booster vehicle described in this application are intended to more clearly illustrate the technical solutions of this application and do not constitute a limitation on the technical solutions provided in this application. As those skilled in the art will know, with the evolution of the real-time dynamic control system for passenger-carrying booster vehicles and the emergence of new business scenarios, the technical solutions provided in this application are also applicable to similar technical problems.

[0030] The following sections provide detailed descriptions of each example. It should be noted that the sequence numbers of the following embodiments are not intended to limit the preferred order of the embodiments.

[0031] Combination Figure 1 and Figure 2In this embodiment, the real-time dynamic control system for the manned booster vehicle includes an electronic device 200 and a manned booster vehicle 100. The electronic device 200 and the manned booster vehicle 100 can be connected via a network. The real-time dynamic control system for the manned booster vehicle includes the electronic device 200, a control panel 8, and the manned booster vehicle 100. The electronic device 200 and the control panel 8 are mounted on the manned booster vehicle 100. The manned booster vehicle 100 includes a hollow cabin 2. The cabin 2 is equipped with at least one fan and an automatic pressure relief port 4. The fan is used to pressurize the cabin 2, and the automatic pressure relief port 4 is used to depressurize the cabin 2. The inner wall of the cabin 2 is equipped with an internal air pressure sensor 10. The electronic device 200 is used to obtain the internal air pressure through the internal air pressure sensor 10; obtain the control mode input by the user through the control panel 8; when the control mode is automatic, determine the air pressure error value between the target air pressure and the internal air pressure; and control at least one fan and the automatic pressure relief port 4 to ensure that the air pressure error value in the cabin 2 is within a preset error range.

[0032] The manned pressurized vehicle 100 includes a driver's cab 1, which is equipped with a manual pressure relief vent 5. A hatch 9 is located on the side wall of the cabin 2. An emergency pressure relief vent 3 is located on the side wall of the cabin 2. An external pressure sensor 11 is located on the outer wall of the cabin 2.

[0033] Please refer to Figure 3 , Figure 3 This is a schematic flowchart of an embodiment of the real-time dynamic control method for a manned booster vehicle provided in this application, as shown below. Figure 3 As shown, the electronic device 200 is used to execute the real-time dynamic control method for a manned booster vehicle. The flow of the real-time dynamic control method for a manned booster vehicle provided in this application is as follows: 201. Obtain the cabin pressure through the cabin pressure sensor.

[0034] In this embodiment, the cabin pressure sensor acquires the cabin pressure at a preset frequency and reports it to the electronic device 200. The electronic device 200 acquires the cabin pressure through the cabin pressure sensor at the preset frequency. For example, the preset frequency can be 1 Hz or other values, which can be set according to specific circumstances, and this application does not limit it.

[0035] 202. Obtain the control mode input by the user through the control panel.

[0036] like Figure 4 As shown, the settings interface of Control Panel 8 includes a mode selection area, which contains multiple mode controls. Different mode controls correspond to different control modes. Users can input the setting information for each control mode through the settings interface of Control Panel 8.

[0037] Specifically, the mode selection area includes a "Manual Mode" control, an "Emergency Pressure Relief" control, and an "Automatic Mode" control. These controls are arranged sequentially.

[0038] The system obtains the user-input control mode through the control panel, including: when the mode control on the mode selection area is triggered, determining the control mode corresponding to the mode control as the user-input control mode.

[0039] For example, if a user clicks the "Manual Mode" control, then Manual Mode will be selected as the control mode entered by the user. Manual Mode and Automatic Mode are parallel modes.

[0040] In this embodiment, the settings interface of the control panel 8 includes a manual mode setting area and an automatic mode setting area. The manual mode setting area includes multiple manual setting controls. The automatic mode setting area includes multiple automatic setting controls. The manual mode setting area and the automatic mode setting area are located side by side below the mode selection area.

[0041] The system includes multiple manual setting controls for configuring the fan status and frequency of each fan, as well as the pressure relief port status and opening degree. Manual mode settings include the control mode, fan status and frequency of each fan, and the pressure relief port status and opening degree. The pressure relief port opening degree is the ratio of the open area of ​​the automatic pressure relief port to its cross-sectional area.

[0042] Specifically, the multiple manual setting controls include a fan status control for setting the fan status of each fan, a fan frequency control for setting the fan frequency of each fan, a pressure relief port status control for setting the pressure relief port status of the automatic pressure relief port, and a pressure relief port opening control for setting the pressure relief port opening degree of the automatic pressure relief port. For example, the fan status control and the pressure relief port status control are switch controls; when the fan status control is clicked, the fan status toggles between on and off. The fan frequency control is a text input control; when the fan frequency control is clicked, it can receive numerical input, thus receiving the fan frequency input by the user.

[0043] Several automatic setting controls are used to set the pressure regulation mode and the target altitude inside the cabin. Specifically, these controls include a pressurization control, a depressurization control, and a target altitude control for the cabin. The automatic mode settings include the control mode, pressure regulation mode, and target altitude for the cabin.

[0044] The pressurization and depressurization controls are on / off switches; clicking one depressurizes the other, switching the pressure regulation mode between pressurization and depressurization. The cabin target altitude control is a text input control; clicking it allows for the reception of numerical input, allowing the user to specify the cabin target altitude.

[0045] When the control mode is manual, all manual setting controls in the manual mode setting area are switched to an operable state, and all automatic setting controls in the automatic mode setting area are switched to a locked state. When the control mode is automatic, all manual setting controls in the manual mode setting area are switched to a locked state, and all automatic setting controls in the automatic mode setting area are switched to an operable state. Operable controls can be operated, while locked controls cannot be operated.

[0046] Furthermore, the settings interface of control panel 8 includes a data display area, located below the manual mode setting area and the automatic mode setting area. The data display area shows the external ambient altitude, external ambient air pressure, actual opening degree of the pressure relief valve, actual cabin altitude, cabin air pressure, and cabin-internal pressure difference.

[0047] 203. When the control mode is automatic, determine the pressure error value between the target air pressure and the cabin air pressure.

[0048] In this implementation, when the user clicks the "Automatic Mode" control, the automatic mode is set to the user-input control mode. At this time, the user operates the various automatic setting controls in the automatic mode setting area, inputting the target altitude inside the cabin; then, the user clicks the pressurization control. The user-input target altitude inside the cabin is obtained, and the target air pressure is determined based on this altitude. The relationship between the target altitude and the target air pressure can be preset and is not limited here.

[0049] The difference between the target air pressure and the cabin air pressure is defined as the air pressure error value.

[0050] In the implementation of this application, when the control mode in the control mode is automatic mode, the pressure error value between the target air pressure and the cabin air pressure is determined, including: when the control mode in the control mode is automatic mode, obtaining the pressure adjustment mode input by the user through the control panel; when the pressure adjustment mode is pressurization mode, determining the pressure error value between the target air pressure and the cabin air pressure.

[0051] like Figure 4As shown, the settings interface of control panel 8 includes a mode selection area. When the user clicks the "Automatic Mode" control, the automatic mode is set to the control mode entered by the user. At this time, the user operates the various automatic setting controls in the automatic mode setting area and enters the target altitude inside the cabin. Then, by clicking the "Pressure" control, the pressure regulation mode is set to pressure boosting mode, and the pressure error value between the target air pressure and the cabin air pressure is determined.

[0052] The user operates the various automatic setting controls in the automatic mode setting area and enters the target altitude inside the cabin; then clicks the "Relieve Pressure" control to confirm that the pressure regulation mode is the pressure relief mode. When the pressure regulation mode is the pressure relief mode, all fans are turned off and the automatic pressure relief port is opened.

[0053] 204. Control at least one fan and automatic pressure relief port to ensure that the air pressure error value in the cabin is within the preset error range.

[0054] The preset error range can be set according to specific circumstances. For example, the preset error range can be [-1kPa, 1kPa] or [3kPa, 3kPa], depending on the specific circumstances.

[0055] In this embodiment of the application, at least one fan includes a first fan 6 and a second fan 7, wherein the default frequency of the first fan 6 is lower than the default frequency of the second fan 7.

[0056] In this embodiment of the application, at least one fan and an automatic pressure relief port are controlled to ensure that the air pressure error value in the cabin is within a preset error range, including: (1) When the air pressure error value is less than the first preset error value, the first fan is turned on and the second fan is turned off.

[0057] The first preset error value can be 10 kPa or other values, which can be set according to the specific situation. This application does not limit this value.

[0058] (2) When the air pressure error value is not less than the first preset error value and less than the second preset error value, the first fan is turned off and the second fan is turned on.

[0059] The second preset error value can be 20 kPa or other values, which can be set according to the specific situation. This application does not limit this value.

[0060] (3) When the air pressure error value is not less than the second preset error value, the first fan and the second fan are turned on at the same time.

[0061] In this embodiment of the application, at least one fan and an automatic pressure relief port are controlled to ensure that the air pressure error value in the cabin is within a preset error range, including: (1) Input the air pressure error value into the PID controller to obtain the basic adjustment value.

[0062] PID stands for Proportional-Integral-Derivative (PID) control algorithm, which is the core algorithm for achieving stable cabin air pressure regulation in automatic mode. It calculates the error between the cabin air pressure and the target air pressure in three dimensions: proportional, integral, and derivative, and outputs adjustment commands to control the opening of the automatic pressure relief port. At the same time, it combines feedforward compensation to adapt to the dynamic environment of the vehicle and ensure stable cabin air pressure.

[0063] A PID controller consists of three core units: proportional (P), integral (I), and derivative (D). The basic adjustment is obtained by superimposing the independent calculations of each unit.

[0064] Specifically, the proportional unit (P) rapidly outputs the adjustment amount based on the real-time magnitude of the air pressure error value. It is the core unit of the system in response to air pressure deviation. The faster the system responds to air pressure deviation, the more likely it is to cause air pressure fluctuations in the cabin, making it impossible to stabilize at the target air pressure. Conversely, if the value is too small, the adjustment will be delayed, and the air pressure in the cabin will be difficult to reach the target air pressure quickly.

[0065] The integrator (I) compensates for the steady-state error of the system by accumulating the total error over a period of time to eliminate persistent minor pressure deviations. For example, when the cabin pressure is consistently slightly lower than the target pressure, the integrator will continuously accumulate the error, gradually increasing the adjustment amount to reduce the opening of the automatic pressure relief vent until the cabin pressure precisely matches the target pressure, thus avoiding "steady-state deviation".

[0066] The differential unit (D) predicts the air pressure trend based on the rate of change of error and outputs a regulation amount in advance to suppress air pressure overshoot. For example, when the vehicle is climbing a hill rapidly and the air pressure outside the cabin drops suddenly, causing the air pressure inside the cabin to drop rapidly, the differential unit will output a regulation amount in advance to control the automatic pressure relief port to reduce its opening in advance, preventing the air pressure inside the cabin from deviating too much from the target air pressure.

[0067] (2) Determine the target opening of the automatic pressure relief port based on the basic adjustment amount, wherein the larger the basic adjustment amount, the larger the target opening.

[0068] In one specific embodiment, the rates of change of external air pressure and external altitude are determined, and a first correction coefficient is determined based on these rates. The larger the rate of change of both external air pressure and external altitude, the larger the first correction coefficient. A target adjustment amount is obtained by weighting a base adjustment amount based on the first correction coefficient, and a target opening degree of the automatic pressure relief vent is determined based on this target adjustment amount. The larger the target adjustment amount, the larger the target opening degree. This allows for dynamic adjustment of the opening degree according to the rates of change of external air pressure and external altitude, thereby matching the dynamic changes in external pressure and altitude during the operation of the turbocharged vehicle, stably controlling the cabin pressure, and preventing changes in altitude during vehicle operation.

[0069] (3) Adjust the opening of the automatic pressure relief port to the target opening so that the air pressure error value in the cabin is within the preset error range.

[0070] In this embodiment, an external air pressure sensor is provided on the exterior of the cabin. Controlling at least one fan and an automatic pressure relief port to ensure that the air pressure error value within the cabin falls within a preset error range includes: when the control mode is manual, obtaining the fan status and frequency of each fan, and the pressure relief port status and opening degree from the control panel, as input by the user; controlling each fan based on its fan status and frequency, and controlling the automatic pressure relief port based on its pressure relief port status and opening degree.

[0071] like Figure 4 As shown, when the user clicks the "Manual Mode" control, the manual mode is selected as the control mode entered by the user. The user sets the fan status and frequency of each fan, as well as the pressure relief port status and opening of the automatic pressure relief port. After the settings are completed, each fan and the automatic pressure relief port will operate under the set information.

[0072] In this embodiment, the cabin is equipped with an emergency pressure relief vent. When the control mode is in emergency pressure relief mode, all fans are shut down and the emergency pressure relief vent is opened. The emergency pressure relief vent is fully opened to ensure that the air pressure inside the cabin is consistent with that outside the cabin.

[0073] Furthermore, the cabin is equipped with multiple control panels located in different positions within the cabin. Multiple control panels can be installed as needed. The number of control panels can be determined based on specific circumstances, and this application does not impose any limitations on this.

[0074] In one specific embodiment, there are three control panels. These three control panels are designated as a first panel, a second panel, and a third panel. The first panel is fixed to the inner wall of the cabin near the door handle; the second panel is installed on the armrest of the main and passenger seats inside the cabin; and the third panel is installed at the driver's seat in the driver's cab. All three control panels can issue commands to the passenger-carrying pressurized vehicle.

[0075] In this embodiment, in addition to the first panel, each control panel near the other seats is equipped with a "child lock" button. Under normal circumstances, the control panel is locked and the settings interface cannot be accessed. After clicking the "child lock" button, the settings interface can be accessed.

[0076] In this embodiment, in addition to the "emergency pressure relief" button in each control panel, physical red "emergency pressure relief" buttons are also provided on the inner wall of the cabin and the inner wall of the driver's cab. Pressing any one of the red buttons will shut down each fan and fully open the emergency pressure relief port, so that the air pressure inside the cabin is consistent with that outside the cabin.

[0077] In one specific embodiment, panel priorities are set for multiple control panels, for example, the panel priorities of the first panel, second panel, and third panel decrease sequentially. The user issues target control commands through the control panels, where the control commands include control modes and setting information for each control mode. Specifically, the setting information in automatic mode includes pressure regulation mode and target altitude inside the cabin, while the setting information in manual mode includes manually set fan status and frequency, and automatic pressure relief port status and opening. When a target control command is received from a control panel, it is determined whether a currently executing control command exists. If a currently executing control command exists, it is determined whether the panel priority of the control panel corresponding to the current control command is higher than the panel priority of the control panel corresponding to the target control command. If the panel priority of the control panel corresponding to the current control command is higher than the panel priority of the control panel corresponding to the target control command, the current control command is maintained. If the panel priority of the control panel corresponding to the current control command is not higher than the panel priority of the control panel corresponding to the target control command, the target control command is replaced with the current control command to execute the target control command, and the target control command is determined as the currently executing control command.

[0078] Furthermore, if the panel priority of the control panel corresponding to the current control command is higher than that of the control panel corresponding to the target control command, it is determined whether there are any historical control commands issued by other control panels since the execution of the current control command. If there are historical control commands issued by other control panels since the execution of the current control command, the command similarity between the target control command and each historical control command is calculated. Similar control commands with a command similarity higher than a preset similarity are identified. When the number of similar control commands exceeds a preset number, the target control command is replaced with the current control command to execute the target control command. When the number of similar control commands does not exceed the preset number, the current control command is retained, and the target control command is stored as a historical control command issued by the control panel since the execution of the current control command.

[0079] Specifically, the preset quantity can be 2, 3, etc., and the preset similarity can be 90% or other values, depending on the specific situation. The settings parameters in the target control command and historical control command settings information are vectorized, and the cosine similarity is calculated to obtain the command similarity.

[0080] Furthermore, when the number of similar control commands exceeds a preset number, it is determined whether the execution time of the current control command exceeds a preset time. If the execution time of the current control command does not exceed the preset time, it indicates that the last time the control command was changed was relatively short. In this case, the current control command is retained, and the target control command is stored as a historical control command issued from the control panel since the execution of the current control command. If the execution time of the current control command exceeds the preset time, it indicates that the last time the control command was changed was relatively long. In this case, the target control command is replaced with the current control command to execute the target control command.

[0081] For example, multiple control panels are designated as the first panel. The instructions from the first panel have the highest priority. Instructions issued by the first panel can override instructions from other panels. Instructions issued by the second and third panels are issued after those issued by the first panel, and the second and third panels have the same priority. If no operation record is detected on the first panel at the current moment, the panel that issued the instruction first will have priority in operating the cabin.

[0082] Furthermore, the rates of change of external air pressure and external altitude are acquired. If the rate of change of external air pressure exceeds a first preset rate or the rate of change of external altitude exceeds a second preset rate, the current scenario is determined to be in emergency mode. In emergency mode, control commands from all control panels except the first control panel are disabled. When the rate of change of external air pressure does not exceed the first preset rate and the rate of change of external altitude does not exceed the second preset rate, emergency mode is deactivated.

[0083] For further details, please refer to [link / reference]. Figure 5 , Figure 5 This is a schematic flowchart of a specific embodiment of the real-time dynamic control method for a manned booster vehicle provided in this application, as shown below. Figure 5 As shown, the flow of the real-time dynamic control method for a manned turbocharged vehicle provided in this application is as follows: (1) Obtain the cabin pressure through the cabin pressure sensor.

[0084] (2) Obtain the control mode input by the user through the control panel.

[0085] (3) When the control mode is automatic, obtain the target altitude, depressurization mode and boost mode set by the panel.

[0086] The pressure relief mode and pressure relief mode are determined by the user-triggered pressurization and depressurization buttons.

[0087] (4) Calculate the target air pressure based on the target altitude, and obtain the cabin air pressure and the cabin air pressure through sensors.

[0088] (5) If the pressurization mode is determined, calculate the pressure error value DPt between the target air pressure and the cabin air pressure.

[0089] (6) Control at least one fan and automatic pressure relief port so that the air pressure error value in the cabin is within the preset error range.

[0090] Specifically, when the pressure error DPt is less than 10 kPa, the first fan is turned on and the second fan is turned off, i.e., fan 1 is started and fan 2 is turned off. When the pressure error DPt is not less than 10 kPa and less than 20 kPa, the first fan is turned off and the second fan is turned on, i.e., fan 1 is turned off and fan 2 is started. When the pressure error is not less than 20 kPa, both the first and second fans are turned on simultaneously, i.e., fan 1 is turned on and fan 2 is started.

[0091] Simultaneously, the air pressure error value and the external air pressure are input into the PID controller. The PID controller determines the basic adjustment value based on the PID algorithm, and then determines the target opening degree based on the basic adjustment value. The target opening degree is corrected according to the cross-sectional area of ​​the automatic depressurization vent and the total volume of the pressurized chamber to obtain the automatic depressurization vent opening degree. The automatic depressurization vent is controlled according to the automatic depressurization vent opening degree to complete the control of the chamber's exhaust.

[0092] Specifically, if the ratio of the cross-sectional area of ​​the automatic pressure relief port to the total volume of the pressurized chamber is larger, the target opening degree will be reduced to obtain the automatic pressure relief port opening degree, thus preventing the air pressure inside the chamber from dropping too quickly.

[0093] The cabin air intake is controlled by the first and second fans, and the cabin exhaust is controlled by controlling the opening of the automatic pressure relief port, thereby realizing the change of air pressure inside the cabin.

[0094] Update the target air pressure, cabin air pressure, and cabin air pressure to ensure that the air pressure error value in the cabin is within the preset error range.

[0095] (7) If the pressure relief mode is determined, shut down each fan and open the automatic pressure relief port to complete the pressure relief.

[0096] If the pressure relief mode is selected, turn off fan 1 and fan 2, open the automatic pressure relief port, and complete the pressure relief.

[0097] Compared to related technologies, the real-time dynamic control method for a manned booster vehicle is applied to the real-time dynamic control system of the manned booster vehicle. The real-time dynamic control system includes electronic equipment, a control panel, and the manned booster vehicle itself. The electronic equipment and control panel are mounted on the manned booster vehicle, which includes a hollow cabin. The cabin is equipped with at least one fan and an automatic pressure relief port. The fan is used to pressurize the cabin, and the automatic pressure relief port is used to depressurize the cabin. An internal air pressure sensor is installed on the inner wall of the cabin. The electronic equipment executes the real-time dynamic control method for the manned booster vehicle. The real-time dynamic control method includes: acquiring the internal air pressure through the internal air pressure sensor; acquiring the control mode input by the user through the control panel; when the control mode is automatic, determining the air pressure error value between the target air pressure and the internal air pressure; and controlling at least one fan and the automatic pressure relief port to ensure that the air pressure error value in the cabin falls within a preset error range. This application can reduce the complexity of the booster vehicle's pressurization and depressurization operations and automatically adjust the air pressure inside the cabin according to the target air pressure set by the user.

[0098] The above provides a detailed description of the real-time dynamic control method and system for a manned booster vehicle provided in this application. Specific examples have been used to illustrate the principles and implementation methods of this application. The description of the above embodiments is only for the purpose of helping to understand the method and core ideas of this application. At the same time, for those skilled in the art, there will be changes in the specific implementation methods and application scope based on the ideas of this application. Therefore, the content of this specification should not be construed as a limitation of this application.

[0099] It should be noted that when the above embodiments of this application are applied to specific products or technologies, and user-related data is involved, user permission or consent is required, and the collection, use and processing of related data must comply with the relevant laws, regulations and standards of the relevant countries and regions.

Claims

1. A real-time dynamic control method for a passenger-carrying booster vehicle, characterized in that, The real-time dynamic control method for the manned booster vehicle is applied to the real-time dynamic control system of the manned booster vehicle. The real-time dynamic control system includes electronic equipment, a control panel, and the manned booster vehicle. The electronic equipment and the control panel are mounted on the manned booster vehicle. The manned booster vehicle includes a hollow cabin. The cabin is equipped with at least one fan and an automatic pressure relief port. The fan is used to pressurize the cabin, and the automatic pressure relief port is used to depressurize the cabin. An internal pressure sensor is installed on the inner wall of the cabin. The electronic equipment is used to execute the real-time dynamic control method for the manned booster vehicle. The real-time dynamic control method for the manned booster vehicle includes: The cabin pressure is obtained through the cabin pressure sensor. The control mode input by the user is obtained through the control panel; When the control mode is automatic, the pressure error value between the target air pressure and the cabin air pressure is determined; Control at least one of the fans and the automatic pressure relief port to ensure that the air pressure error value in the cabin is within a preset error range.

2. The real-time dynamic control method for a manned booster vehicle according to claim 1, characterized in that, An external air pressure sensor is installed on the exterior of the cabin. Controlling at least one of the fans and the automatic pressure relief port to ensure that the air pressure error value within the cabin falls within a preset error range includes: When the control mode is manual mode, the fan status and fan frequency of each fan, the pressure relief port status and pressure relief port opening of the automatic pressure relief port are obtained from the control panel by the user input. The automatic pressure relief port is controlled based on the status and frequency of each of the aforementioned fans, and based on the status and opening degree of the pressure relief port.

3. The real-time dynamic control method for a manned booster vehicle according to claim 1, characterized in that, When the control mode is automatic, determining the pressure error value between the target air pressure and the cabin air pressure includes: When the control mode in the control mode is automatic mode, the pressure adjustment mode input by the user is obtained through the control panel; When the pressure regulation mode is pressurization mode, the pressure error value between the target air pressure and the cabin air pressure is determined.

4. The real-time dynamic control method for a manned booster vehicle according to claim 3, characterized in that, The real-time dynamic control method for the manned booster vehicle includes: When the pressure regulation mode is the pressure relief mode, each of the fans is turned off and the automatic pressure relief port is opened.

5. The real-time dynamic control method for a manned booster vehicle according to claim 3, characterized in that, The cabin is equipped with an emergency depressurization vent, and the real-time dynamic control method for the manned pressurized vehicle includes: When the control mode is emergency pressure relief mode, each of the fans is shut down and the emergency pressure relief port is opened.

6. The real-time dynamic control method for a manned booster vehicle according to claim 1, characterized in that, The control panel's settings interface includes a mode selection area, which contains multiple mode controls. Different mode controls correspond to different control modes. The process of obtaining the user-inputted control mode through the control panel includes: When the mode control on the mode selection area is triggered, the control mode corresponding to the mode control is determined to be the control mode input by the user.

7. The real-time dynamic control method for a manned booster vehicle according to claim 6, characterized in that, The control panel's settings interface includes a manual mode settings area and an automatic mode settings area. The manual mode settings area includes multiple manual settings controls, and the automatic mode settings area includes multiple automatic settings controls. The real-time dynamic control method for the passenger-carrying booster vehicle includes: When the control mode is manual mode, each manual setting control in the manual mode setting area is switched to the operable state, and each automatic setting control in the automatic mode setting area is switched to the locked state. When the control mode is automatic, each manual setting control in the manual mode setting area is switched to the locked state, and each automatic setting control in the automatic mode setting area is switched to the operable state.

8. The real-time dynamic control method for a manned booster vehicle according to claim 1, characterized in that, At least one of the fans includes a first fan and a second fan, wherein the default frequency of the first fan is lower than the default frequency of the second fan, and controlling at least one of the fans and the automatic pressure relief port to ensure that the air pressure error value in the cabin is within a preset error range includes: When the air pressure error value is less than the first preset error value, the first fan is turned on and the second fan is turned off; If the air pressure error value is not less than the first preset error value and is less than the second preset error value, then the first fan is turned off and the second fan is turned on. When the air pressure error value is not less than the second preset error value, the first fan and the second fan are turned on simultaneously.

9. The real-time dynamic control method for a manned booster vehicle according to claim 1, characterized in that, Controlling at least one of the fans and the automatic pressure relief port to ensure that the air pressure error value in the cabin falls within a preset error range includes: The air pressure error value is input into the PID controller to obtain the basic adjustment value; The target opening of the automatic pressure relief port is determined based on the basic adjustment amount, wherein the larger the basic adjustment amount, the larger the target opening. Adjust the opening of the automatic pressure relief port to the target opening so that the air pressure error value in the cabin is within the preset error range.

10. A real-time dynamic control system for a manned booster vehicle, characterized in that, The real-time dynamic control system for the manned pressurized vehicle includes electronic equipment, a control panel, and the manned pressurized vehicle itself. The electronic equipment and control panel are mounted on the manned pressurized vehicle, which includes a hollow cabin. The cabin is equipped with at least one fan and an automatic pressure relief port. The fan pressurizes the cabin, and the automatic pressure relief port depressurizes the cabin. An internal pressure sensor is installed on the inner wall of the cabin. The electronic equipment acquires the internal pressure through the internal pressure sensor; it acquires the user-input control mode through the control panel; when the control mode is automatic, it determines the pressure error between the target pressure and the internal pressure; and it controls at least one fan and the automatic pressure relief port to ensure that the pressure error within the cabin falls within a preset error range.

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